Draft and buffing structure for railway-cars.



PATBNTBD JULY 18, 1905.

V W. P. RICHARDS; DRAFT AND BUPPING STRUCTURE PoR RAILWAY GARS.

APPLICATION FILED JAH. 0, 1905.

' ZZ/rnejya Wingman vc ANDREW a QRMIAM co. mouumocunm vmsumcmuu UNITED STATES' Patented July 18, 1905.

PATENT OFFICE.

l/VlLLARD FILLMORE RICHARDS, OF BUFFALO, NEW YORK, ASSIGNOR TO GOULD COUPLER COMPANY, OF NEW YORK, N. Y.

DRAFT AND BUFFING STRUCTURE FOR RAlLWY-CARS.

SPECIFICATION forming part of Letters Patent No. 794,887, dated July 18, 1905.

Application filed January 9,1905. Serial No. 240,160.

To @ZZ whom. t may concern.-

Be it known that l, W ILLARD FILLMoRE RICHARDS, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented a new and useful Improvement in Draft and Bufhng Structures for Railway-Cars, of which the following is a specification.

This invention relates to draft and buffing frames or structures for railway-cars.

The objects of the invention are to provide a very stiff and rigid end frame or structure composed of the minimum number of parts and applicable to railway-cars of the usual construction for carrying the draft-gear and resisting the severe draft strains and buiiing shocks to which such gear is subjected in use; to provide firm and secure connections for the car end sill with draft-beams which are located in a horizontal plane below the end sill and connect the latter with the body-bolster and to utilize integral portions of the end sill and bolster, respectively; to directly take the draft strains and bufing shocks, and to produce an end sill of strong, rigid, and desirable construction.

ln the accompanying drawings, Figure] is' a longitudinal sectional elevation of an end frame or structure embodying the invention. Fig. 2 is a front elevation of the end sill. Fig. 3 is aplan view, partly in horizontal section, of the parts shown in Fig. l. Fig. 4; is a transverse section of the connection between the end sill and draft-beams in line 4 4, Fig. 1. Fig. 5 is a transverse section of the draftbeams, showing a portion of the end sill in rear elevation.

Like letters of reference refer to like parts in the several figures.

A represents one of the end sills and' B one of the body-bolsters of a railway-car. As is usual in car constructions the end sill is located in the horizontal plane of and is attached to the ends of the longitudinal carsills, which are indicated at C by broken lines, while the bolster is located beneath and supports these longitudinal sills.

The end sill is of the hollow cast-steel type, being preferably of inverted-U shapein crosssection, and is provided at its rear or inner side with pockets c, which receive the ends of the longitudinal car-sills C and hold them from lateral movement, and also with vertical perforated attaching-ears o', which extend rearwardly from the end sill at the sides of the pockets @and are secured to the longitudinal sills C by bolts (not shown) passing through the ears and sills C. This constructioninsures a very secure rigid attachment of the end and longitudinal sills. The hollow end sill is strengthened by vertical cross-webs d, (shown by dotted lines in Fig. 3,) joining the inner ends of the sill-pockets 0 with the outer or front wall of the end sill.

The end sill is provided centrally with two integral portions orlugs E, which extend downwardly below and project to the rear from the body of the end sill, said lugs being located in the horizontal plane of the bodybolster and in the horizontal plane occupied by the draft and bufiing gears in-the most common car constructions.

The bolster B shown in the drawings is made in a single-piece steel casting and is provided with lugs F, which project forwardly or toward the end sill from the center of the bolster in the same planes horizontally and vertically as the lugs E of the end sill. g represents similar lugs projecting from the opposite side of the bolster for attachment to beams, (not shown,) which connect the two bolsters at opposite ends of the car. Any other form of bolster having forwardly-projecting lugs or portions for attachment to the draft-beams could be used.

The end sill and bolster are rigidly connected by parallel draft-beams H, which are securely attached by rivets or bolts /1/ to the lugs E and F of the end sill and bolster. Channel-beams are preferably employed for the draft-beams, and they are secured to the outer sides of the end sill and bolster-lugs, which thus extend in between the 'draftbeams, so that their ends constitute stops or abutments, respectively, for the front ,and rear' followers of the draft and bufling gear. (Indicated by broken lines in Fig. 3.) To relieve the rivets or bolts t from shear, the opposite ends of the draft-beams abut, respectively, against the horizontal top wall of the bolster and vertical ribs t', projecting outwadly from the lugs E of the end sill.

7c represents parallel horizontal bars or straps secured to the tops and bottoms ofand connecting the lugs E and F of the end sill and bolster. The'se bars form supports and guides for the followers of the draft-gear. 7n', Fig. 2, is a bar connecting .the bottoms of the two lugs of the end sill and which serves to support the draw-bar. By this construction the draft strains are taken directly by the lugs E, which are integral parts of the end sill, while the buifing shocks are received directly by the lugs F, which are integral parts of the bolster, and as the car end sill, bolster, and longitudinal sills-are very securely tied together the strains and shocks are resisted by the frame as an entirety. This construction also avoids the necessity for the usual separate follower stops or abutments secured to the draft-beams and the vertical bolts or other devices for suspending the draft-beams from the centerand end sills of the car.

Cars of standard construction can be supplied with the frame or structure described at small expense and will be greatly strengthened and improved thereby. The draft beams and gears are located at the usual plane below the car-sills, thus enabling the coupling of the car to other cars equipped with the standard car-couplings.

I claim as my invention- 1. The combination of an end sill, a bodybolster located in a horizontal plane lower than that of the end sill, and draft-beams located in the plane of the bolster and connecting integral projecting portions of the end sill and bolster, substantially as set forth.

2. The combination of an end sill, a bodybolster, and draft-beams located in the horizontal plane of said projecting portions of the end sill and connecting the 'same and said boln ster, substantially as set forth.

4. The combination of a metal end sill, a metal bolster, said end sill and bolster having lugs projecting therefrom in a plane below the end sill, and draft-beams connecting said lugs of the end sill and bolster, substantially as set forth.

5. The combination of a metal end sill, a metal bolster, said end sill and bolster having lugs projecting therefrom in a plane below the end sill, and draft-beams secured to the outside of and connecting said lugs of the end sill and bolster, whereby said lugs form abutments for the draft and buifing gear, substantially as set forth.

6. A metal end sill for railway-cars having an integral depending and rearwardly-projecting lug for the attachment of a draftbeam, substantially as set forth.

-7. A metal end sill for railway-,cars having pockets and ears for the attachment of the car-sills, and integral depending and rearwardly-projecting lugs for the attachment of draft-beams, substantially as set forth.

Witness my hand this 6th day of January, 1905.

WILLARD FILLMORE RICHARDS.

Witnesses:

EDMUND MILEs MAW, NORMAN MCCORMACK GROVE. 

